D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

CONSTRUCTABILITY L
D.C. to Richmond Southeast High Speed Rail i Construction Impacts 

TABLE OF CONTENTS 

CHAPTER 1 – INTRODUCTION ......................................................................................................... 1-1

1.1. Project Introduction ................................................................................................................... 1-1

1.2. Project Description ..................................................................................................................... 1-1

1.3. Project Segments ........................................................................................................................ 1-1

1.4. Project Build Alternatives ......................................................................................................... 1-2

CHAPTER 2 – CONSTRUCTION PACKAGING ............................................................................... 2-1 

2.1. Construction Types .................................................................................................................... 2-1

2.2 Corridor Alternatives and Construction Elements ............................................................... 2-2

CHAPTER 3 – GENERAL CONSTRUCTION MEANS AND METHODS ..................................... 3-1 

3.1 Construction Phasing ................................................................................................................ 3-1

3.2 Sequence of Construction Activities ........................................................................................ 3-1

3.3 Construction Activities .............................................................................................................. 3-2

3.3.1 Preconstruction Surveys ............................................................................................. 3-2

3.3.2 Site Preparation ........................................................................................................... 3-2

3.3.3 Heavy Construction .................................................................................................... 3-3

3.3.4 Medium Construction................................................................................................. 3-6

3.3.5 Light Construction .................................................................................................... 3-12

3.3.6 Placement In-Service ................................................................................................. 3-12

CHAPTER 4 – CONSTRUCTION EQUIPMENT ............................................................................... 4-1 

4.1 Construction Staging and Haul Routes .................................................................................. 4-1

4.1.1 Staging Areas ............................................................................................................... 4-1

4.1.2 Haul Routes .................................................................................................................. 4-3

4.1.2.1 Temporary Hauls Routes ........................................................................... 4-3

4.2.1.2 Rail Haul Routes ......................................................................................... 4-3

4.2.1.3 Waterway Haul Routes .............................................................................. 4-3

4.2.1.4 Roadway Haul Routes ................................................................................ 4-4

4.2.1.5 Material Suppliers ....................................................................................... 4-4
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail ii Construction Impacts 

CHAPTER 5 – CONSTRUCTION HOURS ......................................................................................... 5-1 

5.1 Nighttime and Weekend Construction ................................................................................... 5-1

CHAPTER 6 – RAILROAD OPERATION IMPACTS ........................................................................ 6-1 

6.1 Rail Operations and Assumptions ........................................................................................... 6-1

6.2 Construction Impacts on Train Operations ............................................................................ 6-2

6.3 Train Operations ........................................................................................................................ 6-3

6.4 Scheduling ................................................................................................................................... 6-4

CHAPTER 7 – CONSTRUCTION EQUIPMENT LIST ...................................................................... 7-1 
D.C. to Richmond Southeast High Speed Rail 1-1 Construction Impacts 

INTRODUCTION 

1.1 PROJECT INTRODUCTION 

This report describes the potential construction types, means and methods, sequencing of 

construction, staging areas, haul routes, and construction interferences that would likely be 

required for constructing Washington, D.C. to Richmond, Va. corridor and is developed 

for the Tier II Environmental Impact Statement (EIS) for the 123-mile DC to RVA corridor, 

based on the Concept Engineering Plans. 

1.2 PROJECT DESCRIPTION 

The DC to RVA corridor covers a large and diverse geographical area that includes dense urban 

land use. The general intent is to add a parallel third track to the existing rail network and 

increase speeds to the extent practical and consistent with corridor service objectives. A 90 mph 

maximum allowable speed, MAS, for passenger trains for which the corridor will be designed, 

may not be achievable everywhere within the corridor due to environmental, existing facilities, 

or operation constraints. 

The third track between Washington and Richmond would not be constructed as a completely 

separate track and would not be solely dedicated to passenger service. Rather, the track would 

be designed and operated as a third mainline track along with the other two mainline tracks as a 

completely integrated three-track system. In some areas the new track would be built on the east 

side of the existing two-track system and in other locations on the west side or, where space 

permits, between the two existing tracks. Control points with crossovers between tracks would 

be located at key locations to assure maximum fluidity of train operations. Both passenger and 

freight trains would have access to the new third track throughout the day depending on train 

dispatching requirements and negotiated priorities. Passenger trains would have access to all 

three tracks. Also, under study is a fourth main track from Alexandria to Long Bridge and the 

operations will be consistent with the third track concept. 

1.3 PROJECT SEGMENTS 

Refer to Chapter 2, Article 2.4.1 Alternatives Screening area and Segment Descriptions for a 

description of the three screening areas; Northern, Central, and Richmond. The three areas are 

further subdivided into 22 project segments within corridors. 

1 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-2 Construction Impacts 

1.4 PROJECT BUILD ALTERNATIVES 

Refer to Chapter 2, Alternatives, Article 2.5.2 Build Alternatives for a description of the project 

build screening alternatives and maps. 
D.C. to Richmond Southeast High Speed Rail 2-1 Construction Impacts 

CONSTRUCTION PACKAGING 

The DC to RVA corridor alternatives consist of approximately 123-miles of high speed rail on 

CSX Transportation, (CSXT) rights-of-way. The additional mainline tracks includes 

improvement to civil rail infrastructure, train control, passenger station infrastructure, and 

various improvements to the local and Virginia Department of Transportation, VDOT, roadway 

network. 

Construction and maintenance of railway infrastructure within CSX rights-of-way are applicable 

to National and CSX labor agreements. The construction elements of the project covered by the 

Labor Agreements will be performed by workers of the railway unions, and for this report CSX 

labor forces are considered a contractor. Construction work not covered by the labor agreements 

shall be bid for construction contracts. 

All work within CSX rights-of-way will be performed under CSX “Contractors Handbook for 

CSX Roadway Worker Protection”. 

It is anticipated the construction packages will be divided into project segments, the packages 

will be divided as to the types infrastructure improvements; and will be let to meet project 

schedules as developed during the progressives phases of the project. 

Right-of-way acquisition would be a major factor in determining the overall segment construction 

packaging. This section is being written with the assumption that all rights-of-way have been 

acquired before construction activities commence. 

2.1. CONSTRUCTION TYPES 

The potential construction types are based on available conceptual information for the DC to RVA 

corridor. 

The following are characterizations of each of the construction types defined for the DC to RVA 

corridor: 

 Passenger Station Infrastructure: Construction of new stations and improvements to 

existing stations for platforms, pedestrian access, parking, and roadway network 

connectivity. 

 Rail Bridge: Construction o f r a i l w a y s t r u c t u r e s over water crossings, other 

railways, and highways. 

 Highway Bridge and Underpasses: Construction of structures to elevate roadways over 

or under the rail infrastructure. 

 Earthwork: Construction of roadbed for highways and trackbed for railways with 

an earthen embankment, cuts, or retained slopes of varying height to meet the existing 

2 
CONSTRUCTION PACKAGING 

D.C. to Richmond Southeast High Speed Rail 2-2 Construction Impacts 

grade. The earthwork construction would generally be applied to the corridor prior roadway 

and trackwork or in unison with a bridge structure construction. Earthwork will be a common 

activity to all alternatives. 

 Drainage: The installation of new culverts, the extension of existing culverts, and the 

installation of drainage ditches in support of the rail and associated roadway 

infrastructure improvements. 

 Retaining Walls: Construction of vertical walls to support earthen fills, retain cuts for 

roadbed and trackbed. Retaining walls minimize rights-of-way impacts by reducing slope 

width requirements in urban areas, along waterways, wetlands, or where topographic 

constraints require the support roadways and railway infrastructures.

 Track Construction: Construction of new track, shifting of track, track structure upgrades, 

track retirement, track highway at-grade crossings, special trackwork consisting of 

turnouts, crossovers and crossing diamonds on a ballasted trackbed or on a bridge 

structure. 

 Train Control Systems: Construction of a network of systems elements to provide a safe 

and reliable control of train operations on tracks through control points, and the advance 

highway warnings of approaching trains. 

 Utility Relocations: Construction and relocation of existing water, gas, electric, cables, 

fiber optics, and pipeline that occupy or cross the rights-of-way impacted by the rail 

infrastructure improvements. 

2.2 CORRIDOR ALTERNATIVES AND CONSTRUCTION ELEMENTS 

Table 2-1 is a listing of the major elements in comparison with the screening alternatives. It is not 

a full compiled list of every construction type or items common to each alternative, rather it 

provides a relative comparison of the alternatives and a magnitude of the major construction 

elements. The table is based on the concept plans and additional element quantities will be based 

of designs developed during the progression of designs. 

TABLE 2-1: Segment Major Construction Elements

Screening Areas & 

Project Segments 

Passenger Station Rail Bridge (Water) Rail Bridge Highway Bridge OH / UP Retaining Walls (SY) At-Grade Crossing 

Track New (TM) Track Upgrades (TM) Track Shifts (TM) Special Trackwork New - (Remove) 

AREA 1 – Arlington (CFP-110 to CFP 109.3) 

RO East 1EA 

60 BF 3820 1.0 1.3 13 (6) 

RO West 1EA 

60 BF 1366 0.8 1.3 11 (4) 
CONSTRUCTION PACKAGING 

D.C. to Richmond Southeast High Speed Rail 2-3 Construction Impacts 

TABLE 2-1: Segment Major Construction Elements

Screening Areas & 

Project Segments 

Passenger Station Rail Bridge (Water) Rail Bridge Highway Bridge OH / UP Retaining Walls (SY) At-Grade Crossing 

Track New (TM) Track Upgrades (TM) Track Shifts (TM) Special Trackwork New - (Remove) 

RO East / West 1 EA 

120 BF 1623 0.7 1.6 6 (1) 

AREA 2 – Northern Virginia (CFP 109.3 to CFP 62) 

Northern Virginia 11 5 EA 

4600 BF 914 BF 5 EA 812 BF 123168 2 EA 250 TF 45.6 29.2 4.5 50 (13) 

AREA 3 – Fredericksburg (CFP 62 to CFP 48) 

Fredericksburg 1 1 EA 

800 BF 

1 EA 

789 BF 1 EA 42006 8.7 2.3 6.0 13 (4) 

NOV - Minor 1 18413 

2 EA 

40 TF 

4.2 3.0 8.8 12 

Fredericksburg Bypass 1 2 EA 

1245 BF 

1 EA 

100 BF 7 EA 68981 8 EA 400 TF 26.9 2.9 33 (6) 

AREA 4 – Central Virginia (CFP 48 to CFP 19) 

NOV to CFP 48 5125 5.8 1.0 2.6 8 

CEN (CFP 48 to 19) 4 EA 

868 BF 63787 29 42 9 – 1X (2) 

AREA 5 – Ashland Area (CFP 19 to CFP 9) 

CEN (In Progress) 1 

Ashland Bypass (In Progress) 

CEN Minor (In Progress) 1 

CEN (MP 19 to 6) 28550 1 EA 

40 TF 3.0 4.7 1.3 1 (1) 

AREA 6 – Richmond (CFP 9 to A 11) 

RIC 1A (A Line) 

Mani Street Station / Staples 

Mill Station (Split Service) 

2 1 EA 

325 BF 2 EA 3 OH 1 UP 287798 247 TF 20.8 62.3 7.2 60 – 1X (6) 

RIC 1B (A Line) 

Staples Mill Station 

1 1 EA 

325 BF 2 EA 3 OH 1 UP 257817 247 TF 17.0 39.8 6.4 45 – 1X (6) 

RIC 1C (A Line) 

Boulevard Station 

1 

1 EA 

325 BF 

3 EA 

2777 BF 

6 OH 

1 UP 

307661 247 TF 28.6 39.8 7.9 

94 – 1X 

(6) 
CONSTRUCTION PACKAGING 

D.C. to Richmond Southeast High Speed Rail 2-4 Construction Impacts 

TABLE 2-1: Segment Major Construction Elements

Screening Areas & 

Project Segments 

Passenger Station Rail Bridge (Water) Rail Bridge Highway Bridge OH / UP Retaining Walls (SY) At-Grade Crossing 

Track New (TM) Track Upgrades (TM) Track Shifts (TM) Special Trackwork New - (Remove) 

RIC 1D (A Line) 

Broad Street Station 

1 1 EA 

325 BF 2 EA 

3 OH 

1 UP 

342638 1191 TF 28.9 39.3 8.0 106 – 1X 

(28) 

RIC 2A (S Line) 

Main street Station / Staples 

Mill Station (Full Service) 

2 1 EA 

2242 BF 5 UP 181911 1076 TF 32.3 27.2 3.0 103 – 3X (29) 

RIC 2B (S Line) 

Main Street Station 

1 1 EA 

2242 BF 5 UP 238958 1076 TF 31.5 27.9 3.0 97 – 3X (29) 

RIC 3 (A Line / S Line) 

Main Street Station / Staples 

Mill Station (Shared Service) 

2 1 EA 

2242 BF 5 UP 236653 1076 TF 32.7 56.2 3.0 112 -3X (32) 

` 
D.C. to Richmond Southeast High Speed Rail 3-1 Construction Impacts 

GENERAL CONSTRUCTION MEANS AND METHODS 

This section summarizes the general construction sequencing, construction methods and staging 

which may be used by the Contractors. 

The Contractors shall be governed at all times to comply with CSX Safety procedures, and all 

work within the CSX operating corridor will be performed under the protection of a CSX flagman. 

3.1 CONSTRUCTION PHASING 

Within the DC to RVA corridor the construction of the third track, infrastructure additions and 

modification to control points, station infrastructure with additional platforms, and speed 

increases require a phased construction. At all times there will be at least two main tracks in 

operation and one track out of service or under construction. Station improvement for platform 

additions and pedestrian access will be advance early to support the new track when placed in 

operation. Additional early construction activities will include major bridges having an extended 

lead time; and earthwork and retaining walls due to estimated length. Final phasing will be 

developed during the design phase for the corridor. 

3.2 SEQUENCE OF CONSTRUCTION ACTIVITIES 

Within each construction package the Contractor will begin construction in discrete areas to 

maximize flexibility in the use of crews and equipment. Should there be delay in one area, crews 

would likely move to advance construction in another area. The Contractor may choose to 

advance construction activities depending on the contract terms. 

TABLE 3-1: Construction Activities 

Activity Tasks 

Pre-Construction Survey  Perform Geotechnical Activities 

 Utilities Location 

 Survey Rights−of−Way, Survey Control, & Alignment Centerlines 

Site Preparation  Relocate Utilities 

 Demolition, Clear and Grub 

 Establish Erosion Control and Sediment Control 

 Establish Detours and Haul Routes 

 Erect Safety Devices, and Mobilize Special Construction Equipment 

 Prepare Staging Areas, Construction Equipment Yards, and Stockpile Materials 

 Establish Maintenance of Traffic 

Heavy Construction  Construct Aerial Railway and Highway Structures 

 Construct Surface Trackway 

3 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-2 Construction Impacts 

TABLE 3-1: Construction Activities 

Activity Tasks 

 Construct Roadway 

 Construct Station Platforms, Pedestrian Bridges, Parking and Roadways 

Medium Construction  Construct Passenger Station Facilities 

 Drainage Installations 

 Perform Minor Earthwork and Pave Roadways 

 Construct Trackwork 

 Construct and Install Special Trackwork 

Light Construction  Finish Track Alignment and Surface 

 Install Train Control and Communications Systems 

 Install Street Lighting 

 Landscaping 

 Install Signage and Striping 

 Close Detours 

 Clean−up 

Placement In Service  Test Systems & Communications 

 Implement Signaling Systems 

Source: HDR, 2016. 

3.3 CONSTRUCTION ACTIVITIES 

3.3.1 Preconstruction Surveys 

The DC to RVA corridor requires advance information for the development of designs and layout 

of the design prior to commencement of the construction activities and during the construction. 

Geological requirements necessitate collecting of soil borings and soil samples which requires 

access the rights-of-way. 

Utility location services will require access to the rights-of-way to determine type of utility and 

determine the underground elevations. 

Field surveys are required to accurately locate existing features, property and easement lines, 

establish survey controls and benchmarks, and for layout or alignments and construction lines. 

3.3.2 Site Preparation 

Site preparation applies to rail and roadway projects and demolition is the first stage of 

construction. Demolition consists of removing buildings and other large features that conflict 

with the planned construction. Different methods of demolition could be employed depending 

on resources available. 

Clearing & Grubbing 

Clearing and grubbing typically follows the demolition stage of construction. Clearing and 

grubbing consists of the removal of top soil, trees, minor physical objects and other vegetation 

from the construction site with the use of specialized equipment for raking, cutting and grubbing. 

The entire area encompassed by the temporary construction easement would be cleared and 

grubbed with the exception of areas that have been deemed environmentally sensitive. The 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-3 Construction Impacts 

clearing and grubbing operations would use mechanical equipment such as loaders, dump 

trucks, and scrapers. 

Preliminary earthwork consists of stripping topsoil from an area and either removing earth or 

placing and compacting earth for roadbed construction or slope construction. 

Erosion Control & Sediment Control 

A variety of temporary construction Best Management Practices (BMPs) are used for Erosion 

Control and Sediment Control (ECSC), including silt fences, berms, storm drain inlet protection, 

straw bale barriers, check dams, and detention or siltation ponds. Erosion control measures are 

to be installed and operational before commencement of any ground-disturbing activities. Areas 

where vegetation should be preserved are clearly marked or fenced. If work is conducted at night, 

temporary lighting is utilized. 

Utilities 

The alignments traverse municipalities, urban areas, and suburban agricultural areas, existing 

utilities such as water supply, sanitary sewer, power, communication, etc., will need to be 

relocated or adjusted to provide the required clearance for the corridor. Utility relocation and 

adjustment should be conducted prior to earthworks for the corridor project. New utility 

connections for corridor facilities (stations, etc.) are anticipated to be constructed during the site 

preparation stage. During the construction process, coordination between the Contractor and the 

utility companies will be essential to ensure that all utilities that are in conflict with the corridor 

are relocated in a timely manner. All utilities relocations are subject to CSXT and local permitting. 

Temporary Haul Roads 

Temporary road construction is often necessary for equipment access and involves similar site

preparation activities as conducted for permanent roads. However, these roads are often

unpaved, either constructed by grading, laying fabric and quarry spalls, or construction mats. 

Compaction is minimized so the materials can be removed and the site restored and replanted

following construction. 

3.3.3 Heavy Construction 

Earthwork 

The earth may be moved from or to another section on the same project, or it may come from or 

be disposed off-site. Excavation is the removal of soils by use of mechanical equipment. 

Embankment is the placing and compaction of soils for the construction process by means of 

mechanical equipment. Mechanical equipment such as dump trucks would be used to transport 

soils to and from the construction site. Excavators, scrapers, and graders would excavate cuts 

and place fill embankments. Rollers would be used to compact soils to the required compaction 

limits. 

Presently, no blasting for excavation has been identified on the corridor. 

Completed cuts or fills may then be covered by any number of treatments, such as rock base and 

pavement, rock stabilization and rip-rap, or mulch and seeding. 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-4 Construction Impacts 

Drainage Structures 

Drainage work often accompanies excavation and embankment. Impacts to wetlands and other

sensitive areas are first avoided and minimized as much as possible, then mitigated when 

unavoidable. 

Culverts include small concrete pipes and boxes that do not qualify as bridges due to their size. 

Typically bridges less than 20 feet wide are referred to as either culverts or structures. 

Conventional culverts include, but are not limited to, concrete, corrugated metal, and PVC piping. 

Proper culvert sizing is determined by consulting hydraulics manuals. Average culvert lengths 

range between 18 and 200 feet. Culvert replacements typically require less than one month to 

complete. Typical culvert replacements involve removing vegetation at the outlet and inlet areas, 

placing the new culvert, backfilling, installing headwalls, re-vegetating if necessary, and if flow 

is present, dewatering the work area and establishing a flow bypass prior to initiating work. Inwater construction typically occurs during low-flow months, or work occurs during dry periods. 

Culverts may be required to be extended for trackbed widening, repaired to full functionality, or 

new installations to meet local conditions.. Repair or replacement of worn or damaged culverts 

prevents damage to the roadbed from water saturating the roadbed fill material. Culverts require 

maintenance when at least 25 percent of their capacity is restricted by debris, sediment, or 

vegetation. 

Drainage will involve both permanent and temporary systems for track and road construction. 

Temporary systems will be developed to allow for the construction of activities that must be 

performed in dry conditions. Means and methods for temporary dewatering could include well 

point systems, sock drains and bypass pumping from one retention area to another. Ground 

water considerations will need to be taken into account for all operations involving dewatering. 

Permanent drainage features are anticipated to include closed pipe systems, open channels, 

swales, box culverts, inlets, and manholes. Production rates for installing permanent drainage 

will vary depending on depth of cut, soil conditions, installation methods, and type of structures. 

Major Bridge Structures 

Railway structures include structures over waterways, other railways, and roadways. The 

existing major railroad structures are scheduled to remain in service with new construction 

located adjacent to the existing with similar horizontal alignments, and vertical profiles. Drainage 

structures may require the extension of the existing structures in situ. 

There are multiple types of bridges including but not limited to concrete slab, concrete arch, 

concrete box girder, concrete T beam, steel beam, pre-tensioned concrete beam, post-tensioned 

concrete beam, steel truss, and timber trestle. The structure construction proposed varies 

according to function, and design requirements at each respected location. The major multiple 

span structures will be a typical ballasted deck plate girder superstructure construction. The 

multiple span substructures shall be driven precast concrete piles with caps and concrete 

abutments. Thru girders may be required where clearance is critical under the spans and will be 

reviewed during the design phase. Foundation will vary from spread footings to deep 

foundation with pipe piles, prestressed concrete piles, or drilled shafts. 

Bridges can span wetlands, streams, and other water bodies as well as roadway and other

transportation infrastructure. Some bridges span the stream systems they are crossing, while

others have piers in the channel. The number of piers in the channel varies by bridge. Most new 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-5 Construction Impacts 

bridges are designed to span as much of the river as possible, and to provide the least amount of 

constriction that is practicable on the system. Many bridge piers are now drilled shafts, 

eliminating shallow footings that are susceptible to scour. 

Major bridge construction activities often include: 

 Clearing and grading for roadbed widening 

 Clearing and grubbing of existing streamside vegetation 

 Excavation for new bridge abutments 

 Construction of bridge abutments, piers, and retaining walls 

 Placement of bridge girders and beams 

 Pouring concrete 

 Riprap placement 

Pile driving is required for the deep foundations and driving rates will vary according to the 

geological conditions, depth, and number of piles. All pile driving operations shall be performed 

as to not interfere or foul the existing railroad operations. Local ordinances may restrict pile 

driving within cities and suburban areas may limit work activities to avoid night time work. 

Piles are installed using several different methods. Pile driving involves the use of an impact pile

driving hammer, which is a large piston-like device that is usually attached to a crane. The power 

source for impact hammers may be mechanical, “air steam,” diesel, or hydraulic. In most impact

drivers, a vertical support holds the pile in place while a heavy weight or ram moves up and

down, striking an anvil which transmits the blow of the ram to the pile. In hydraulic hammers,

the ram is lifted by fluid, and gravity alone acts on the down stroke. A diesel hammer, or internal

combustion hammer, carries its own power source, and can be open-end or closed-end. An openend diesel hammer falls just under the action of gravity. A closed-end diesel hammer (double

acting) compresses air on its upward stroke and can therefore run faster than open-end hammers. 

Impact hammers can drive at a rate of approximately 40 strikes per minute. 

Vibratory hammers can also be used to both install and remove piling. A vibratory hammer is a

large, mechanical device, mostly constructed of steel (weighing 5 to l6 tons) that is suspended 

from a crane by a cable. A vibratory pile driving hammer has a set of jaws that clamp onto the

top of the pile. The pile is held steady while the hammer vibrates the pile to the desired depth. 

Because vibratory hammers are not impact tools, noise levels are not as high as with impact pile

drivers. However, piles that are installed with a vibratory hammer must often be “proofed.” 

Proofing involves striking the pile with an impact hammer to determine the load bearing capacity

of the pile and may involve multiple impacts. If this is the case, noise will be elevated to that

associated with impact pile driving – but for a shorter duration. To remove piles, the hammer is 

engaged and slowly lifted with the aid of a crane, extracting the piling from the sediment. 

Piles may be driven from embankment for many single span installations. For piles driven in 

channels and waterway may require barges staged in the channels with cranes for driving the 

piles and placement of superstructures elements. 

The driven piles are cut to length and pile cap are constructed to support the superstructure. 

Construction of concrete substructures requires the placement of steel reinforcement and 

concrete. 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-6 Construction Impacts 

Superstructure is expected to be deck plate girder type to support ballasted track structures. The 

girders will be manufactured and delivered to the site by truck or rail. The unloading and 

placement of the girders, beams, and framing will require cranes. The decking is expected to be 

concrete with curbs, and will be framed and poured. Placement and staging of the cranes shall 

be scheduled as to not foul the tracks or interfere with train operations. 

Temporary shoring and/or bracing will be required during the construction phase as well as 

temporary supports and falsework. 

Minor single span structures will be either ballast deck plate girder or a standard CSXT concrete 

box structure and are site specific. 

Refer to Appendix C for Rail Structures List. 

Aerial Structures Construction over Roadways 

Aerial structure construction over roadways will need to be coordinated with the local roadway 

agency, since minor closures may be necessary to allow the Contractor the ability to erect and 

disassemble falsework. During such operations, the roadway would be temporarily closed to 

allow the Contractor the exclusive use of the travelled way to position falsework beams in place 

above the roadway. Traffic would be detoured around the construction area following the 

requirements of and with the approval of the local agency. 

Retaining Walls 

Retaining wall construction is a major component of the DC2RVA project. Retaining walls are 

used to minimize the footprint width of the trackway or roadway cut or fill. Because retaining 

walls can be virtually vertical, they create a much smaller footprint than an earth slope. They can 

be used to support the roadway when the roadway is higher than the surrounding ground. 

Retaining walls can also be used in situations where the road is lower than the surrounding 

ground. In this case, the retaining wall supports the adjacent soils and prevent them from 

slumping onto the roadway. Retaining walls are also used in areas where there is a high 

possibility of erosion, such as near a bridge abutment or water. The walls must have an area of 

free drainage between the retained soil and the back of the retaining wall to prevent water

pressure from developing and adding to the soil loads. The drainage is usually provided by 

placing a layer of clean gravel and drainage pipes against the back of the retaining wall. Cast–inplace (CIP) type retaining walls are anticipated on the corridor. 

3.3.4 Medium Construction 

Trackwork Construction 

The third main track provides the ability for train operations on two tracks with trackwork 

progressing on the new construction, track shift, or track improvement on adjacent tracks not inservice. 

The proposed track structure shall be ballasted track to be constructed on a prepared trackbed. 

As the earthwork is completed and approved a subballast layer is constructed with aggregates 

hauled from the local quarries and from contractor’s stockpiles. The subballast is graded to 

established lines and rolled and compacted. All underground construction of utilities, and 

cabling should be completed prior to final placement of the subgrade. If the subballast layer is 

disturbed after installation it shall be restored and compacted. 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-7 Construction Impacts 

With the completion of the installation of the subballast layer it is expected to pre-ballast the 

roadbed with an 8-inch minimum layer of ballast. The placement of ballast shall be by dump 

trucks from ballast storage area or directly from the ballast quarries. The ballast is then graded 

and compacted to accept the track structure. 

New Track Construction 

Track construction for the new mainline shall consist of continuous welded rail, CWR, on either 

timber or concrete ties with resilient fasteners according to CSXT track standards. Mainline Class 

IV for passenger speeds less than 80 mph shall be constructed with timber ties. Mainline Class V 

track for passenger speeds between 80 and 90 mph, the track shall be constructed with concrete 

ties. 

Railroad track materials are delivered via rail and unloaded on-site or at material storage areas 

and delivered by truck to the site. Continuous welded rail is delivered via rail train to the site in 

1600 foot lengths and unloaded on the roadbed. Ties and Other Track Material (OTM) are 

typically delivered by rail car and either unloaded on the roadbed or the storage area. Granite 

ballast is available from several producers in close proximity to the DC to RVA corridor, which 

either allows for trucking directly to the site or delivery by rail car for unloading on the preassembled tracks. 

Typical conventional method of track construction includes the laying of ties, placing previously 

unloaded CWR on the ties, installation of fasteners and anchoring systems, ballasting of track, 

tamping and lining track, adjustment of rail for neutral rail temperature, welding and final 

dressing of ballast. These tasks are performed by specialized on-track equipment. 

Track construction methods may include the placement of pre-constructed track panels in relative 

short distances where conditions require short interval for construction windows. 

The track construction may be performed with modern track laying machine that can achieve 

three times the production rates over conventional track construction. The track laying machine 

requires the CWR to be placed on the roadbed prior to the construction. The track laying machine 

is capable of constructing track using either timber pre-plated ties or concrete ties. Ties are 

supplied via a gantry system forward of the work area where the rail is threaded on to the ties 

and the rail fasteners installed and the assembled track placed on the alignment. The work can 

be performed safely while operating trains on the adjacent track, the operator are in work areas 

confined to the track laying equipment and no workers are outside the controlled work areas. 

Ballast will be unloaded, the track stabilized, the rail will be thermally adjusted and welded for 

final surfacing. 

Track Shifts and Mainline Relocations 

In addition to mainline and siding construction, there is also a subcategory for shifting the 

existing track alignment, where new track materials other than additional ballast will not be 

required. Such track realignment would be required in locations where the proposed third track 

shifts from the east side of the existing two-track main to the west side (or vice versa), to improve 

curve geometrics for speed increase, at certain overhead bridges to improve clearance, and at 

existing passenger stations. Track shifts and shoefly tracks are an option for control point 

installations and for the construction of structures below the track grade. The track shifts will be 

placed on a prepared trackbed and will require dozers and loaders for the track shift, track 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-8 Construction Impacts 

stabilizer, work trains for unloading of ballast; and tampers and ballast regulators for surfacing 

the tracks. 

Track Upgrades for Mainline Speed Increase 

The existing mainline track is presently generally maintained to FRA Class 4 (passenger speeds 

less than 80 mph, although speeds are currently limited to 70 mph) Track Standards. The increase 

in speeds on the corridor requires the existing track within the limits of speed increase to 90 mph 

allowable speed. The increase in speed warrants track upgrades to FRA Class 5 track standards. 

The present upgrades are expected to change the track structure from existing timber ties to 

concrete ties with the associated OTM. These upgrades typically are performed in situ while 

maintaining rail operations; though the upgrades on the corridor may be performed on tracks 

that are out of service to avoid operational impacts. All track related work shall be performed by 

mechanized railway equipment. 

Control Points & Special Trackwork 

The addition of the third main track, speed improvements, and increases in capacity mandates 

the upgrades and reconfiguration of the existing control points, and the addition of new control 

points on the DC to RVA corridor. The existing crossovers and universal crossovers will be 

renewed with new No. 20 standard special trackwork installations. 

The new installation requires a roadbed pad to be graded and subballast installed for the 

assembly and construction staging of the special trackwork. The special trackwork may be 

assembled on site or delivered from the manufacturer in segmental panels via specialized railcars 

and unloaded at the site on the graded pads. The panels will be assembled and welded for 

scheduled installation. The installation will require cranes or specialized heavy equipment to 

perform the removals and installation. 

Control point cut-ins and sequence of trackwork will be unique to each location and special 

coordination is required between the rail operations, trackwork, train control, and other 

contractors to sequence and stage the work. Track, bridge, train control, central dispatch centers 

and other tasks under progress in adjacent Direct Traffic Control (DTC) blocks may have direct 

impacts to schedules and the corridor will demand the scheduled for control points changes to 

be properly sequenced. 

Staging of the trackwork at a control point will require a clear area and a construction pad to 

support delivery, setup of pre-assembled special trackwork units, and installation requirements 

for equipment and roadway worker safety. Consideration for the staging of the special trackwork 

shall include train control requirements stage construction of signal houses and other facilities. 

The staging may allow for the special trackwork to be built entirely or partially on alignment and 

grade. The pre-constructed tracks will be either be pre-connected to the special trackwork or 

require minor shifts to connect to special trackwork at the time of placement in-service. 

There will also be areas where the special trackwork will be built off line and placed on alignment 

when placing the tracks in-service. Methods of off-line installation may include cranes, dozers, 

excavator, or specialized rail equipment to set the special trackwork in place. The connection to 

existing track will be completed. 

A typical installation of special trackwork can be achieved during an 8 to 56 hour period 

depending on the size and configurations of special trackwork, local constraints, and related tasks 

to be performed during the installations. 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-9 Construction Impacts 

Trackwork At-Grade Crossings 

The DC to RVA corridor has many existing roadways that traverse the track at-grade. These 

roadways are state highway, Municipal Street, or private. The existing crossing to be rebuilt and 

constructed during the third track addition will be built with CSX standard concrete track panels 

and the roadway will improved for vehicular safety for pavement, markings, drainage, and the 

train warning protection. Closures and detouring for major roadways may require work to be 

performed at night or during weekend to minimize the impacts traffic. One and two lane 

roadways are typically reconstructed in a normal workday and will require complete closure to 

install track and panels; with final finishes completed with minor or single lane closures. 

Equipment for this task includes track hoes, excavator, bump trucks, loader, and paving 

machinery. 

Trackwork Construction Phasing 

Typical phasing sequence of trackwork within a segment, between control points, or within 

defined limits can be performed in a typical sequence. 

 The infrastructure, station platform, rail bridges, highway bridges, earthwork and 

drainage have been completed to support railroad track construction. 

 Third main, e.g. track 1, will be constructed completely and finished in advance of the 

placement in service. The limits of track 1 will be established by a construction schedule 

for predecessor and successor activities. 

 Track 2 will be removed from service, the rail cut on each end of segment, and shifted to 

align with newly constructed track 1, rails connected, stabilized, ballasted and surfaced. 

 Rail operations will then be limited to the existing main track 3 and main track 1 will serve 

as the second main track. 

 Track 2 will be shifted to a new alignment on fifteen foot track centers relative to track 1. 

Track 2 will be surfaced to the new alignment and superelevated to accommodate the 

increased speeds. 

 Track 3 will be removed from service and track 1 will remain in service. 

 Track 3 and track 2 will be shifted, connected, track ballasted, aligned and surfaced. Track 

3 mainline operations will be shifted to track 2 and track 3 will remain out of service. 

 Track 3 will be shifted to a new alignment on fifteen foot track centers relative to track 2. 

Track 3 will be surfaced to the new alignment and superelevated to accommodate the 

increased speeds. 

 Track 3 will be connected either to temporary alignment or to special trackwork at control 

points and placed in service. 

 Rail operations are to full capacity on main tracks 1, 2 and 3. 

Passenger Station Improvements 

The existing railway passenger stations on the DC to RVA corridor require facilities infrastructure 

improvements for the additional third track, projected ridership, and connectivity. The 

individual stations site requirements will be developed in Preliminary Engineering. 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-10 Construction Impacts 

Station Site Preparation 

The site preparation may include demolition of existing facilities to be determined. The site will 

include clearing and grubbing; grading for the platform and third track; utility service installation 

and relocations; and drainage installations. Additional site work will be required for access, 

connectivity, parking, and subsequent work task during the project. 

Station Passenger Platforms 

The additional third track requires the construction of a new platform at all stations. The platform 

shall be constructed in advance and shall completed ready for service when the third track is 

placed in-service for operations. The platform work shall consist of a poured concrete structure 

with, MEP, communications systems, elevators, and pedestrian overpasses for ingress and egress 

to the station. Contractor shall stage construction for material delivery and handling, 

construction equipment, and work zones to not interfere with the existing train and station 

operations during construction. 

Station Overhead Pedestrian Crossing 

The new platforms for the additional third track require the construction of a pedestrian crossing 

over existing tracks and/or the new track under construction. The truss will require concrete 

foundations and piers to be framed, reinforced, and poured. The aerial truss construction 

placement will require cranes for setting the trusses over the tracks; and to erect and disassemble 

falsework. These activities require advanced coordination with the railroads. Ancillary work 

that can be performed without fouling the track includes framing, decking, MEP, finishes, and 

support systems. These tasks will require construction material handlers, welding equipment, 

concrete placement, and finishes to be installed. The overhead pedestrian structures include 

stairways and elevators to be constructed on the platforms and station for access. 

Other Station Infrastructure 

Other infrastructure improvements at stations are being developed. Each station is being 

reviewed for existing and projected demands. Construction additions or modification may 

include intermodal connectivity for local transit, passenger pickup and drop offs, parking (either 

parking decks or paved parking areas), and internal connectivity. 

Roadway 

Roadway reconstruction is a major component of the DC to RVA corridor project. Due to the 

alignment of the corridor, roads are proposed to be lowered, elevated, realigned, or 

reconstructed. The proposed alignment may retain the existing roadway at-grade or either 

replaced as overpasses or underpasses. At-grade crossing may need to be closed, and new grade 

separations may be warranted by traffic demands and the addition of the third track. The 

roadway and highways shall be designed and constructed to Virginia Department of 

Transportation standards. 

After the earthwork operations and utilities relocations have been constructed the roadway 

subgrade, base and final pavement sections will be constructed. 

Since roadway closures and detours during the construction process are anticipated, close 

coordination between the Contractor and the relevant local agencies is essential to scheduling 

temporary road closures and obtaining approval of detour routes. 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-11 Construction Impacts 

Roadway Structures over Railways 

Structures over railways require horizontal and vertical clearances to be maintained during 

construction and in post construction operations. 

The structure type for grade separations will be determined during the planning and design 

phase and are dependent on factors such as alignment, topography, and geological conditions. 

The location of abutments and piers are typically 25 feet horizontally from the center of the 

nearest track which allow access with excavators, pile drivers, and concrete trucks to the site. 

Aerial structure construction over railroads requires the contractor to place AASHTO prestressed 

concrete type girders, in lengths ranging from 100 to 120 feet, with cranes over the operating 

tracks; and to erect and disassemble falsework. These activities require advanced coordination 

with the railroads. The framing and concrete decks can be constructed with accomplished with 

material loaders, welding activities and the placement of concrete and paving without 

interference to railroad operations. 

Construction Staging at Roadway Grade Separations 

The following conditions may require detailed site-specific construction staging plans: 

 Locations involving corridor structures passing under existing railroads or major 

highways that can tolerate only very short traffic interruptions. 

 Locations involving multiple roadway grade separations and/or realignments of busy 

highways that can tolerate only minimal impact to roadway traffic. These situations also 

frequently require temporary railroad shoofly or detour tracks as well as possibly also 

requiring multiple roadway detour routes and/or temporary detour roads. 

Detours 

Locations involving multiple grade separations and/or alignments of busy highways that can 

tolerate only minimal impact to roadway traffic typically require detailed site-specific 

construction staging plans. These situations also frequently require multiple detour routes 

and/or temporary detour roads. 

At proposed grade separation sites, where the existing roadway has low traffic counts, where 

convenient non-circuitous detour routes are available, and where minimal adjacent properties or 

businesses would be adversely affected, the use of more complex and expensive staged 

construction procedures cannot be justified. Many of the grade separation structures on the 

corridor are in a rural setting and meet these conditions, the closure of these roads during the 

construction of the grade separation combined with the use of detour routes is proposed. 

Temporary Roads at Grade Separations 

On-site construction of temporary detour roads, either in place of or in addition to existing road 

detours, is proposed at grade separation sites where there would be excessive impact on roadway 

traffic or on adjacent properties or businesses with the use of existing roads only as detour routes. 

Excessive traffic impacts could result if there are high traffic counts on the road to be separated 

or on potential detour routes and where there are circuitous or no detour routes available. 

The use of temporary detour roads usually requires staged construction with the following 

construction sequencing typically followed: 
GENERAL CONSTRUCTION MEANS AND METHODS 

D.C. to Richmond Southeast High Speed Rail 3-12 Construction Impacts 

 Construct temporary detour roadway around and outside the permanent roadway 

construction work zone. 

 Shift roadway traffic to the temporary detour roadway and close existing road. 

 Remove existing roadway and construct the grade separation structure and new roadway. 

 Shift roadway traffic to the new permanent grade separated road and close temporary 

detour road. 

 Remove temporary detour roadway and restore temporary road right-of-way to original 

use. 

The closure of roads during grade separation construction with the use of site-specific temporary 

detour roads and staged construction is delineated in the Civil and Grade Separation Plan Set. 

3.3.5 Light Construction 

Train Control & Systems Facilities 

Train control and communications infrastructure will have additions and upgrades to support 

the control point, interlockings, and the speed improvements on the DC to RVA corridor. 

The new and revised control points and interlockings, and the additions of No. 20 turnouts and 

crossovers will require new signal installation with signal control houses and cabling. Wayside 

signals will be replaced with overhead signal trusses for spanning the additional main tracks. 

The truss systems will require new foundations installations. The cabling will be installed 

underground linking the new trackwork, overhead signals, and signal houses. Cranes will be 

required to set the trusses and signal houses. 

Wayside intermediate signals will be relocated along the corridor for train operations between 

control points and interlockings. 

Defect Detectors along the corridor will be relocated and upgraded for the additional main line 

installation. 

At-Grade crossing protections will be relocated and upgraded for the additional main line track 

installation. Train detection will be relocated for the speed increases. Relocation of signal mast 

and crossing arms require new signal foundations, cabling, and truck mounted equipment for 

setting signals. 

3.3.6 Placement In-Service 

Placement in service includes the inspections, testing and training. 

Construction inspections are complete to ensure that items constructed meet specifications and 

conform to design drawing. 

All systems including train control, communications, and station facilities are tested for full 

compliance to specifications and all operations are fully functional. 

The operators and maintainers of the system are fully trained on the operating rules, safety 

functions and procedures, and the operation of the systems. 
D.C. to Richmond Southeast High Speed Rail 4-1 Construction Impacts 

CONSTRUCTION EQUIPMENT 

The DC to RVA corridor construction will involve many trades and utilize various type of 

construction equipment. The contractor is responsible for selection of methods and means, crew 

sizes, and equipment to meet construction schedule timelines and specific for the segment under 

contract. 

Refer to list of equipment utilization to work activities and typical production rates for work 

activities. The equipment listed include a generic makes and models for the assign activity. The 

project specific requirements and availability may supplement the equipment list for actual 

equipment on the site. 

The classification of work is by: 

 Civil: Demolition, Clearing & Grubbing 

 Civil: Grading and Excavation 

 Civil: Paving 

 Civil: Milling 

 Civil: Concrete Work 

 Civil: Miscellaneous 

 Trackwork 

 Train Control 

 Stations: Platform 

 Stations: Facilities 

 Structures: Rail 

 Structures: Highway 

 Structures: Retaining Walls 

 Structures: Drainage 

 Utilities 

4.1 CONSTRUCTION STAGING AND HAUL ROUTES 

4.1.1 Staging Areas 

Staging Areas – Staging areas are used for delivery and storage of construction materials and 

equipment, contractor office and storage trailers, and employee parking. They would be similar 

4 
CONSTRUCTION EQUIPMENT 

D.C. to Richmond Southeast High Speed Rail 4-2 Construction Impacts 

for road and rail projects and are typically contractor-selected and permitted. These areas are 

often fenced and located in proximity to project construction. Temporary fencing prevents 

machinery and equipment, materials storage, and construction activity from intruding into 

adjacent properties, wetland and stream buffers, and shoreline areas. Office trailers, placed on 

temporary foundations, are often connected to available utilities including power, telephone, 

water, and sewer as needed. Connecting to these utilities may include installing poles for power 

lines and excavating trenches to place water and sewer pipelines. After construction is complete, 

staging areas are restored, if appropriate, and disconnected from any utilities. 

General requirements for construction staging areas shall include: 

 Each segment shall have at least one designated storage area. 

 Relatively flat and is either graded or paved. 

 Rail and or highway networks access. 

 Located within the existing rights-of-way. 

 Located in close proximity to the construction activities. 

 In relative size to support the construction activities. 

 Each passenger stations shall have a designated staging area. 

 Each major structure shall have a designated staging area. 

 Each control point shall have a permanent pad constructed to support local staging. 

 Staging and Storage areas shall be shown on the final construction plans. 

Depending on site conditions, construction staging areas vary in size and may require vegetation 

clearing, grubbing, and grading or excavation to level the site and install drainage improvements. 

Extensive alterations to establish a staging area, such as blasting, are extremely unlikely. Cleared 

vegetation is often hauled offsite, mulched and redistributed, or less commonly piled and burned 

onsite. Excess material (e.g., soil, rock, and debris) is disposed of at offsite facilities or reused as 

appropriate in construction. 

Conveyance systems for the movement of storm water from a collection point to an outfall can 

consist of drainage pipes and storm water facilities (such as ponds, vaults, and catch basins), using 

gravity or pumps to move the storm water. Temporary driveways and access roads may be 

established from staging areas to the existing roadway network. Some staging areas may also be 

equipped with wheel washes that clean truck tires to reduce tracking dirt and dust offsite. 

Additional dust control is provided via water trucks and street sweepers. 

Staging, fueling, and storage areas are typically located in areas that minimize potential effects to 

sensitive areas. Specialized best management practices (BMPs) are employed around concretehandling areas to prevent water contamination from uncured cement entering water bodies or 

storm water facilities. Temporary erosion and sediment control measures are implemented prior 

to ground disturbance on these sites. Examples include marking clearing limits, establishing 

construction access, controlling runoff flow rates (sediment ponds, check dams, etc.), installing 

sediment controls and soil stabilization (silt fence, coir blankets, temporary seeding), protecting 

slopes, protecting drain inlets, and preventing/containing contaminant spills. 
CONSTRUCTION EQUIPMENT 

D.C. to Richmond Southeast High Speed Rail 4-3 Construction Impacts 

Offsite Use Areas – Offsite use areas are necessary for rail and roadway projects and mainly

consist of borrow material and non-hazardous waste disposal sites. Depending on the project, 

they can be owned by public or private entity. They are typically permitted separately from the 

project and are contractor-selected. Common activities associated with material sites include 

vegetation removal, excavation, and rock crushing, and blasting. 

4.1.2 Haul Routes 

The 123-mile DC to RVA corridor will requires the hauling of construction materials and 

equipment to and from or within the project rights-of-way. The transport of these items may be 

by rail, by waterways or by the roadway network and are designated as haul routes. 

4.1.2.1 Temporary Hauls Routes 

The temporary haul routes are typically used for earthwork, drainage, utility, trackwork, and 

continual access for railroad maintenance activities. Temporary haul routes localized to the 

project rights-of-way will be maintained by the contractor during the construction project will be 

used for material and equipment movements without departing from the rights-of-way. The haul 

routes will at all times allow for the safe movements, and will construct to avoid potential 

interference of train operations. The temporary haul routes shall not be constructed within 

wetlands or areas requiring environmental mitigation. 

Temporary haul routes may be required to access the rights-of-way from the local roadway 

networks on land that are either owned by the VDOT, local municipalities or may be privately 

owned. The contractor shall secure the necessary permits and rights-of-entry and restore the 

property to the preconstruction condition upon demobilization and completion of the 

construction activities. 

4.2.1.2 Rail Haul Routes 

CSXT provides rail service along the corridor for delivery of material and equipment to yard 

tracks and team tracks. The rail connections allow for material to be routed to and from the CSXT 

network and connect with the Norfolk Southern Railway (NSRR). The CSXT regionally and 

locally provides service to suppliers of ballast, aggregates, and concrete products within the 

corridor and allows benefits of delivery, staging, and storage of materials. 

4.2.1.3 Waterway Haul Routes 

The DC to RVA corridor has available access to the Potomac River waterway and the Port of 

Richmond on the James River for the delivery of materials. 

 The northern segment from Alexandria, Va. to north of the City of Fredericksburg, Va. parallels 

the Potomac River which will allow for barge access to the major bridges construction projects. 

Local barge loading and unloading as determined by the contractor will be secured by the 

contractor as the construction commences for each location. 

The alternatives under review in the City of Richmond, Va. propose bridge crossings of the James 

River. The Richmond Marine Terminal is central Virginia’s domestic and international multimodal freight and distribution gateway on the James River with waterborne, rail, and shipper 

access. 
CONSTRUCTION EQUIPMENT 

D.C. to Richmond Southeast High Speed Rail 4-4 Construction Impacts 

4.2.1.4 Roadway Haul Routes 

The roadway haul routes on the corridor for material deliveries for suppliers, staging areas, and 

storage sites are expected to be inclusive of the Virginia state highway network. The contractor 

shall secure the necessary permits for the hauling of material and equipment with the Virginia 

Department of Motor Vehicles. 

Project Haul Routes in Virginia: 

 Interstate Highways 

- I-95 from Alexandria to Richmond 

- I-395 in Alexandria 

- I-495 in Alexandria 

- I-295 and I-64 in Richmond 

 Primary Highways: 

- U.S. Routes 

- Virginia Highway, route number under 600 

 Virginia Secondary Highways, route number greater than 600 

 County, City and Municipal Street 

4.2.1.5 Material Suppliers 

The materials resourced locally for the construction include but not limited to selected aggregates 

from quarries, railroad ballast, concrete ready mix, precast prestressed concrete products, and 

asphalt materials. Additional material may be required include steel for structures, rail, ties and 

other track material, specialized material and prefabricated assemblies and these sources are not 

available for this report. 

Material suppliers list is a compilation of CSX Ballast Producers in Virginia; and Virginia 

Transportation Construction Alliance members. It is not intended as a full complete list of all 

suppliers of material in the area nor a list of approved suppliers, rather a list to determine haul 

routes and availability of materials. 
CONSTRUCTION EQUIPMENT 

D.C. to Richmond Southeast High Speed Rail 4-5 Construction Impacts 
D.C. to Richmond Southeast High Speed Rail 5-1 Construction Impacts 

CONSTRUCTION HOURS 

The DC2RVA corridor has high volumes of train traffic operating 24 hours a day with minimal 

windows for construction activities to be performed on or over the operating tracks. Construction 

work is typically progressed weekdays, during daylight, and with single shifts performing the 

work. 

Construction schedules are flexible but at the same time there are work windows for performing 

specific tasks that are constrained by local impacts, material deliveries, traffic congestions, or 

railroad operations. This will require work to be performed at night or during the weekends. 

The contractor shall not be restrained from working during these periods unless prohibited by 

local regulations or permitting requirement. 

5.1 NIGHTTIME AND WEEKEND CONSTRUCTION 

When night time work is required, it requires work place safety which should be reviewed to 

protect the worker and to provide protection to the travelling public. Illumination must be 

provided, extra work-zone markings and flagmen are required due to visibility, impaired drivers, 

and higher speeds on roadways. 

Because of increased traffic congestion during the day, road construction activities are proposed 

to be conducted during nighttime hours or during the weekends when traffic volumes are lower. 

Roadway task performed during the night may include milling and paving installations. 

Bridge construction over highways requires the placement of girders and beams across traffic 

lanes. Night times are often selected for this work activities when lanes can be closed completely 

and detouring of traffic does not add significantly to the current congestion. The closures allow 

for the delivery of long girders to the site, the staging of cranes to pick the and place the girders 

and the setting of false work. 

Bridges and trusses over the railroad also require scheduling of construction tasks over active 

tracks. The windows available are determined by railroad operations and can occur anytime 

during the day or night when available. 

Bridge over waterways may require extra shifts to work nights for specific tasks such as girder 

placement of the pouring of concrete foundation that cannot be interrupted once the task starts. 

Many bridges have schedules that require more than one shift for project completion. 

Trackwork for the phasing of the third track and modifications of the existing track require track 

operations to be suspended for limited time periods. This requires the work not to be interrupted 

and the railroad operations restored by a given time. Work expected during these outages will 

include removal of existing track, excavation, grading, placement of special trackwork by cranes 

5 
CONSTRUCTION HOURS 

D.C. to Richmond Southeast High Speed Rail 5-2 Construction Impacts 

or heavy machinery, track welding, ballast unloading, train control systems installations, and the 

lining and surfacing of track. 

Trackwork interfacing with roadway may require road closures. Multiple lanes roadways often 

require full closures of roadways for extended periods to allow for removals, excavations, 

placement of subgrade and drainage, track installations and surfacing, installation of the crossing 

structures and paving. 

Station infrastructure improvements may require work to be performed at night when operations 

are less frequent and the impact to public safety is less. These activities may include platform 

work, placement of pedestrian crossing over track, parking deck construction and the paving of 

roadway within the site. 
D.C. to Richmond Southeast High Speed Rail 6-1 Construction Impacts 

RAILROAD OPERATION IMPACTS 

6.1 RAIL OPERATIONS AND ASSUMPTIONS 

The DC2RVA corridor supports the operation of freight, passenger, and commuter rail 

operations. CSXT is the host railroad on the corridor. CSX interchanges with the Buckingham 

Branch Railroad (BBRR) in Doswell and Richmond; Norfolk Southern (NS) in Northern Virginia; 

and Amtrak in Washington, D.C. and to the south. CSXT has primary control of trackage or 

infrastructure within the study area. Operators on the corridor include CSXT, Amtrak, the 

Virginia Railway Express (VRE), NS, and BBRR. The maximum authorized passenger rail speed 

(MAS) is 70 mph. Lower speeds are in effect in many sections due to the physical characteristics 

of the line. 

The general intent is to add a parallel track to the existing rail network and increase speeds to the 

extent practical (MAS of 90 mph) consistent with corridor service objectives. The third track 

between Washington and Richmond would not be constructed as a completely separate track and 

would not be solely dedicated to passenger service. Rather, the track would be designed and 

operated as a mainline track along with the other two mainline tracks as a completely integrated 

three-track system. In some areas the new track would be built on the east side of the existing 

two-track system and in other locations on the west side or, where space permits, between the 

two existing tracks. Crossovers between tracks would be located at key locations to assure 

maximum fluidity of train operations. Both passenger and freight trains would have access to the 

new third track throughout the day depending on train dispatching requirements and negotiated 

priorities. Passenger trains would have access to all three mainline tracks. Under study is a fourth 

main track from Alexandria to Long Bridge and the operations will be consistent with the third 

track concept. 

Track construction will be performed while maintaining train operations at the present level of 

service, and existing authorized speeds. Two main tracks shall be in service during normal 

operations and one operational main track during limited outages for trackwork installation, 

track shifts, and track maintenance activities. The speed increases will be initiated as track 

construction and control points are placed in service and with operational prerequisites accepted 

for service. 

Train operations are presently centrally control via a Direct Traffic Control, Centralized Traffic 

Control block signal system with limits defined by control points. The preferred track 

construction shall be performed within blocks and between control points to minimize impact to 

operations. Construction tasks may be underway in multiple blocks along the corridor at any 

time, and may be subject to limits imposed for rail safety and operations. For new control points 

to be placed in service the train control systems will be impacted within the control point and the 

6 
RAILROAD OPERATION IMPACTS 

D.C. to Richmond Southeast High Speed Rail 6-2 Construction Impacts 

adjacent blocks signals. The design of the train control system for the corridor will be performed 

during the final design phase, and phasing of construction shall be coordinated at that time for 

the implementation of the new system. 

The train operations will be impacted during installations, track shifts and special trackwork 

installations. The operational impacts will typically be localized to one operating main, for short 

intervals and allowing for one main track in full service operation. The closure of tracks requires 

suspension of train operations for varying durations either in the form of Operating Rule 704, 

Rule 707, curfews during weekends and holidays when operations are reduce. This will provide 

for the maximum track time and minimize the impacts to train operations. The contractor shall 

be responsible for scheduling, phasing of construction, and shall coordinate with the owner and 

the rail operators on the corridor. 

 The major infrastructure improvements for bridges, structures, walls, drainage, utilities 

relocated, roadbed, cabling duct banks and station platforms are anticipated to be complete or 

progressed to a stage that allows for track construction. Train Control and systems modification 

shall be complete or in a temporary phase to support track shifts and special trackwork 

installations. 

6.2 CONSTRUCTION IMPACTS ON TRAIN OPERATIONS 

Implementation of multiple infrastructure projects along an active highly congested rail corridor 

presents challenges. The construction of the various projects must be scheduled to minimize 

outages or delays to continuous train operations, the resource materials and resources where and 

when needed, and to optimize the overall project deliverables and completion. The planning and 

staging of work to minimize adverse impacts continuous rail operations will require a high level 

of coordination among the various rail operators. Likely adverse impacts could include the 

following: 

 Reduced service during portions of the day or night to lengthen periods of available 

outages for construction activities 

 Longer travel time, resulting from track being taken out of service and slower speeds on 

infrastructure and around work zones 

 Reduced on-time performance and reliability resulting from specific project work, such as 

constructing infrastructure in between or adjacent to existing live and operating railroad 

tracks 

 Temporary station closures to accommodate work at or around the stations 

 Reduced parking at some station during construction 

 Frequent changes to train schedules 

The chief cause of delays during the capital improvements will be slow orders and the longer 

travel times. Slow orders are speed restrictions imposed by the host railroad due to infrastructure 

improvement work. Speed restrictions are classified as: 

 Maximum working speed at which a train may pass through the work area 

 Stabilizing speed - the greatest speed at which a train may pass over a repaired track to 

consolidate the roadbed and ballast. 
RAILROAD OPERATION IMPACTS 

D.C. to Richmond Southeast High Speed Rail 6-3 Construction Impacts 

The durations of the slow order speed restriction are dependent of the type of work activity, limits 

of track disturbance, type of equipment and methodology of construction, weather conditions, 

and train tonnage require for stabilization of the track. 

Activities that require temporary slow orders include: 

 Laying of rail 

 Tie replacement 

 At-grade crossing renewals 

 Bridge work 

 Surfacing of track 

 Special trackwork installation 

 Welding of rail 

The primary work activities on the DC to RVA corridor generating the outages and slow orders 

will be the installation of special trackwork at the control points and track shifts which requires 

the predominate third track construction on the east side to shift to the west side (or vice-versa) 

either for curve realignment or geometric constraints. These activities will typically be limited to 

impacting one of the two of the operating tracks with the third track not in service during 

construction or renewals. Technique selection, equipment utilization, resources, and close 

coordination of the scheduling of activities shall minimize impact to train operations. 

6.3 TRAIN OPERATIONS 

CSX owns, operates, and controls the operation for the DC to Richmond corridor. The freight 

operations are 24 hours a day – 7 days a week with presently approximately 30 daily trains. 

AMTRAK operates approximately 20 daily on the corridor with interchanges in the Richmond 

area; and additional trains interchanging in the Alexandria, Virginia area. Presently, AMTRAK 

serves 9 stations on the corridor. 

Virginia Railway Express, VRE, operates between Washington, D.C. and Fredericksburg, Virginia 

and serves 11 stations within the corridor. VRE operates 12 daily trains from Fredericksburg to 

Alexandria and 20 daily trains from Alexandria to Washington. 

Norfolk Southern interchanges with the CSX line at Alexandria and operates approximately two 

daily trains. 
RAILROAD OPERATION IMPACTS 

D.C. to Richmond Southeast High Speed Rail 6-4 Construction Impacts 

6.4 SCHEDULING 

Freight and passenger service on the Washington DC to Richmond corridor will be strained 

during construction of the infrastructure improvements. The benefits derived from the added 

infrastructure and increase capacity will provide relief, flexibility for routing of trains, and 

increase in the operational speeds. 

The scheduling and phasing of the segmental construction will be essential to project delivery. 

Scheduling construction will be critical and shall be coordinated with the rail operators and a 

baseline completed prior to the beginning of the construction phase. An analysis of the present 

train capacity and operations; the benefits derived from segmental construction including 

capacity and speed improvements shall be factored into the analysis. 

Construction task that can be performed prior to impacting track removal, shifts or temporary 

outages from service and shall be advanced to early construction items. This shall include utility 

relocations, roadway relocations and roadway bridges over existing tracks, retaining walls, 

grading, roadbed construction, offline railway bridges, special trackwork preassembly, and 

station improvements. 

Train operations will require two mainline track to be in service at all times with limited windows 

for tracks to be removed from service, this will require the major track related activities to be 

performed on track not in service and minimal windows for temporary shifts and transitions. 

The scheduling of tasks related to track service issues is critical to maintain train performance 

requirements. 
D.C. to Richmond Southeast High Speed Rail 7-1 Construction Impacts 

CONSTRUCTION EQUIPMENT LIST 

Civil: Demolition, Clearing and Grubbing 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Clearing – Light Acre 1.4 Acre/Day 

Truck 1/2 Ton (1) Dozer D-5 (1) 

Excavator Cat 336 (1) 

Tub Grinder (1) 

Clearing - Medium Acre 1.2 Acre/Day 

Truck 1/2 Ton (1) Dozer D-6 (1) 

Excavator Cat 336 (1) 

Tub Grinder (1) 

Clearing - Heavy Acre 1 Acre/Day 

Truck 1/2 Ton (1) Dozer D-5 (1) 

Dozer D-8 (1) 

Excavator Cat 336 (1) 

Tub Grinder (1) 

Structure Demolition Each 1 Each/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (3) 

Loader R/T Cat 980 (1) 

Excavator Cat 336 (1) 

Pipe Removal - All Sizes LF 24 LF/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (1) 

Dozer D-3 (1) 

Excavator Cat 336 (1) 

Pavement Removal - Asphalt CY 50 CY/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (4) 

Volvo Milling Machine (1) Broom (1) 

Pavement Removal - Concrete CY 66 CY/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (3) 

Loader R/T Cat 950 (1) Excavator W/ Hoe ram (1) 

7 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-2 Construction Impacts 

Civil: Grading & Excavation 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Grading - Dirt - Off Road - Short Haul CY 200 CY/Hour 

Truck 1/2 Ton (1) Truck Water (0.5) 

Dozer D-7 (1) 

Haul Truck Articulated 25 Ton (2) 

Excavator Cat 345 (1) 

Motor Grader Cat 12 (0.5) 

Roller 815 Soil Compactor (1) 

Grading - Dirt - On Road - Short Haul CY 240 CY/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (6) 

Truck Water (0.5) 

Dozer D-8 (1) 

Excavator Cat 345 (1) 

Motor Grader Cat 12 (0.5) 

Roller 815 Soil Compactor (1) 

Grading - Dirt - Off Road - Long Haul CY 280 CY/Hour 

Truck 1/2 Ton (1) Truck Water (1) 

Dozer D-8 (1) 

Haul Truck Rigid 50 Ton (3) 

Excavator Cat 345 (1) 

Motor Grader Cat 16 (1) 

Roller Cat 825 Soil Compactor (1) 

Grading - Dirt - On Road - Long Haul CY 240 CY/Hour 

Truck 1/2 Ton (1) 

Truck Dump 14 CY (18) 

Truck Water (0.5) 

Dozer D-8 (2) 

Excavator Cat 345 (1) 

Motor Grader Cat 16 (1) 

Roller 815 Soil Compactor (1) 

Grading -Rock - Off Road - Short Haul CY 210 CY/Hour 

Truck 1/2 Ton (1) Truck 1 Ton Powder (1) 

Truck Water (0.5) 

Dozer D-7 (1) 

Haul Truck Articulated 25 Ton (3) 

Loader R/T Cat 980 (1) 

Motor Grader Cat 12 (1) 

Track Drill ECM590 (2006) (1) 

Grading - Rock - On Road - Short Haul CY 140 CY/Hour 

Truck 1/2 Ton (1) Truck 1 Ton Powder (1) 

Truck Dump 14 CY (4) 

Truck Water (0.5) 

Dozer D-7 (1) 

Loader R/T Cat 980 (1) 

Motor Grader Cat 12 (1) 

Track Drill ECM590 (2006) (1) 

Grading - Rock - Off Road - Long Haul CY 240 CY/Hour 

Truck 1/2 Ton (1) Truck 1 Ton Powder (1) 

Truck Water (0.5) 

Dozer D-7 (1) 

Haul Truck Rigid 70 Ton (3) 

Loader R/T Cat 980 (1) 

Motor Grader Cat 12 (1) 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-3 Construction Impacts 

Track Drill ECM590 (2006) (1) 

Grading - Rock - On Road - Long Haul CY 140 CY/Hour 

Truck 1/2 Ton (1) Truck 1 Ton Powder (1) 

Truck Dump 14 CY (11) 

Truck Water (0.5) 

Dozer D-7 (1) 

Loader R/T Cat 980 (1) 

Motor Grader Cat 12 (1) 

Track Drill ECM590 (2006) (1) 

Rock Drilling & Blasting (Only) (No Haul) CY 250 CY/Hour 

Truck 1/2 Ton (1) Truck 1 Ton Powder (1) 

Loader/Backhoe Cat 416 (1) 

Track Drill ECM590 (2006) (1) 

Strip Topsoil CY 120 CY./Hour 

Truck 1/2 Ton (1) Dozer D-5 (1) 

Scraper 621 (1) 

Roadbed Finishing SY 400 SY/Hour 

Truck 1/2 Ton (1) Dozer D-5 (1) 

Scraper 621 (1) 

Motor Grader Cat 14 w/GPS (1) 

Civil: Paving 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Base Stone Ton 217 Ton/Hour 

Truck 1/2 Ton (1) 

Truck Dump 14 CY (10) 

Truck Water (1) 

Dozer D-5 w/Spreader Box (1) Motor Grader Cat 14 

w/GPS (1) 

Roller Tamper 25-35 Ton (1) Screening/Crushing Plant 

(Portable) (1) 

Hot Mix Asphalt - Structural Course (0-5 mile haul) Ton 200 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (6) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Surface Course (0-5 mile haul) Ton 150 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (6) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Leveling Course (0-5 mile haul) Ton 130 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (6) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-4 Construction Impacts 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Structural Course (5-15 mile haul) Ton 200 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (11) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Surface Course (5-15 mile haul) Ton 150 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (8) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Leveling Course (5-15 mile haul) Ton 130 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (8) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Structural Course (Over 15 mile 

haul) Ton 200 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (12) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Surface Course (Over 15 mile haul) Ton 150 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (12) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Hot Mix Asphalt - Leveling Course (Over 15 mile 

haul) Ton 130 Ton/Hour 

Truck 1/2 Ton (1) Truck Distributor (1) 

Truck Dump 14 CY (7) 

Truck Water (1) 

Roller Asphalt (Breakdown) (1) Roller Asphalt (Finish) (1) 

Roller Asphalt (Rubber Tire) (1) 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-5 Construction Impacts 

BlawKnox PF3200 Asphalt Paver (1) RoadTec Shuttle 

Buggy (1) 

Asphalt Plant (1) 

Civil: Milling 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Milling (<2") (0 - 5 Mile Haul) SY 6250 SY/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (3) 

Truck Water (1) 

Dozer D-5 (1) 

Volvo MT2000 Milling Machine (1) Broom (1) 

Milling (<2") (5 - 15 Mile Haul) SY 6250 SY/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (4) 

Truck Water (1) 

Dozer D-5 (1) 

Volvo MT2000 Milling Machine (1) Broom (1) 

Milling (<2") (Over 15 Mile Haul) SY 6250 SY/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (7) 

Truck Water (1) 

Dozer D-5 (1) 

Volvo MT2000 Milling Machine (1) Broom (1) 

Milling (2-4") (0 - 5 Mile Haul) SY 6250 SY/Hour 

Truck 1/2 Ton (1) Truck Dump 14 CY (3) 

Truck Water (1) 

Dozer D-5 (1) 

Volvo MT2000 Milling Machine (1) Broom (1) 

Milling (2-4") (5 - 15 Mile Haul) SY 6250 SY/Hour 

Truck 1/2 Ton (1) 

Truck Dump 14 CY (11) 

Truck Water (1) 

Dozer D-5 (1) 

Volvo MT2000 Milling Machine (1) Broom (1) 

Milling (2-4”)(Over 15 Mile Haul) SY 6250 SY/Hour 

Truck 1/2 Ton (1) 

Truck Dump 14 CY (20) 

Truck Water (1) 

Dozer D-5 (1) 

Volvo MT2000 Milling Machine (1) Broom (1) 

Civil: Concrete Work 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Concrete Pavement (</= 6 Thick) SY 60 SY/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (6) 

Loader/Backhoe Cat 416 (1) Concrete Slipform Paver (1) 

Concrete Pavement (>6 Thick) SY 45 SY/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (6) 

Loader/Backhoe Cat 416 (1) Concrete Slipform Paver (1) 

Curb & Gutter LF 100 LF/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (1) Loader Skid Steer 

(1) 

Gomaco Commander GT3200 Curber (1) 

Concrete Median Barrier LF 70 LF/Hour 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-6 Construction Impacts 

Truck 1/2 Ton (1) Ready-Mix Truck (6) Loader Skid Steer 

(1) Power Curber 5700B (1) 

Sidewalk LF 100 LF/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (6) Loader Skid Steer 

(1) Power Curber 5700B (1) 

Civil: Miscellaneous 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Fencing (up to 6' height) LF 200 LF/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Loader Skid/Steer (1) 

Fencing (over 6' height) LF 200 LF/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Loader Skid/Steer (1) 

Fence Gates Each 2 Each/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Loader Skid/Steer (1) 

Steel Guardrail LF 300 LF/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Truck Guardrail Install (1) Generator Small (1) 

Wire/Cable Guardrail LF 100 LF/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Truck Guardrail Install (1) 

Guardrail Posts Each 25 Each/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Guardrail Install Truck (1) 

Solid Sodding SY 500 SY/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Loader Skid/Steer (1) 

Hydro Seeding Acre 3 Acre/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Truck Hydroseeder (1) 

Seedbed Preparation Acre 0.5 Acre/Hour 

Truck 1/2 Ton (1) Tractor w/Disk (1) 

Solid Pavement Marking LM 2 LM/Hour 

Truck 1/2 Ton (2) 

Truck, Thermoplastic Paint (1) 

Skip Pavement Marking LM 2 LM/Hour 

Truck 1/2 Ton (2) 

Truck, Thermoplastic Paint (1) 

 Trackwork 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Material Loading & Unloading 

CWR Unload LF 8400 LF/Day 

DMU Work Train 

Speed Swing 

CWR Load LF 4200 LF/Day 

DMU Work Train 

Speed Swing 

Tie Unload EA 15 EA/HR 

DMU Work Train 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-7 Construction Impacts 

Loader/Backhoe Cat 416 (1) 

OTM Unload TBD 

4.5 CY Loader 966 

Ballasted Track - New 

Distribute CWR LF 300 LF/HR 

Speed Swing (1) 

Load / Haul / Distribute Ties EA 20 EA/HR 

Truck & Flatbed 

4.5 CY Loader 966 

Loader/Backhoe Cat 416 (1) 

Lay / Clip / Concrete Ties TF 50 TF/HR 

Speed Swing 

Clip applicator 

Lay / Spike / Anchor / Timber Ties TF 30 TF/HR 

Speed Swing 

Track Spiker 

Track Anchor Applicator 

Track Screw Spike Applicator 

Hy Rail Truck 

Final Ballast Tons 70 Tons/HR 

DMU Work Train 

4.5 CY Loader 966 

Surface Track TF 

Tamper TF 60 TF/HR 

Ballast Regulator TF 80 TF/HR 

Saw Cut / Distress Track TF 200 TF/HR 

Rail Heater (1) 

Rail Vibrator (1) 

Rail Saw 

Ballasted Track - Curve Shift (0-15') 

Shift Track TF TBD 

DMU Work Train 

Dozer D-5 (2) 

Hy Rail Welder Truck (1) 

Loader/Backhoe Cat 416 (1) 

Backhoe (1) 

4.5 CY Loader 966 (1) 

Ballast Compactor (1) 

Tamper (1) 

Ballast Regulator (1) 

Insulated Joints EA 2 EA / Day 

Speed Swing 

Backhoe (1) 

Hy Rail Welder Truck (1) 

Special Trackwork 

#20 Turnout - Panel Unload Turnout 1 Turnout / Day 

DMU Work Train 

Crane 100 Ton Crawler (2) 

Loader/Backhoe Cat 416 (1) 

4.5 CY Loader 966 

#20 Turnout - Assemble Panels Turnout 0.2 Turnout / Day 

Loader/Backhoe Cat 416 (1) 

4.5 CY Loader 966 

Backhoe (1) 

Hy Rail Welder Truck 

#20 Turnout - Install Turnout 1 Turnout / Day 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-8 Construction Impacts 

Crane 100 Ton Crawler (2) 

Loader/Backhoe Cat 416 (1) 

4.5 CY Loader 966 

Dozer D-5 (2) 

Backhoe (1) 

Hy Rail Welder Truck 

#20 Turnout - Ballast & Tamp & Surface Turnout 0.5 Turnout / Day 

DMU Work Train 

Tamper 

Ballast Regulator 

Grade Crossing 

Grade Crossing - Unload Panels LD 4 LD / HR 

4.5 CY Loader 966 

Speed Swing 

Grade Crossing - Remove Existing TF 10 TF/HR 

Backhoe (1) 

4.5 CY Loader 966 

Loader/Backhoe Cat 416 (1) 

Truck Dump 14 CY (11) 

Hy Rail Welder Truck 

Grade Crossing - Install & Surface TF 5 TF/HR 

4.5 CY Loader 966 

Speed Swing 

Backhoe (1) 

Hy Rail Welder Truck 

Tamper 

Ballast Regulator 

Welding 

Field Weld EA 2 EA/Day 

Hy Rail Welder Truck (1) 

Rail Saw (1) 

Rail Grinder (1) 

Rail Grinding (Production) 

Rail Grinder - 32 Stone (1) TF 3000 TF/Day 

Train Control 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Install Underground Cabling TBD 

Cable Truck 

Ditcher 

Boom Truck 

Install Above Ground Power Line TBD 

Cable Truck 

Bucket Truck 

Install Signals TBD 

Boom Truck 

Backhoe (1) 

Install Control Instrument House TBD 

Boom Truck 50 ton (1) 

Backhoe (1) 

Install Rail Crossing Signals TBD 

Boom Truck (1) 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-9 Construction Impacts 

Backhoe (1) 

Structures: Rail 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Coffer Dam SF 80 SF/Day 

Pile Driver (1) 

Sheet Pile Vibrator (1) 

Compressor 85-185 (1) 

Pump 4 (1)" 

Superstructure Piling LF 60 LF/HR 

Pile Driver (1) 

Compressor 85-185 (1) 

Pump 4 (1)" 

Generator Small (1) 

Substructure Concrete CY 5 CY/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (6) 

Loader/Backhoe Cat 430 (1) 

Excavator R/T Cat 316 (1) 

Crane 100 Ton Crawler (1) 

Pump 4 (1)" 

Generator Small (1) 

Superstructure Concrete CY 10 CY/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (5) 

Loader/Backhoe Cat 416 (1) 

Crane 100 Ton Crawler (1) 

Compressor 85-185 (1) 

Generator Small (1) 

Concrete Bridge Deck Finisher (1) 

Reinforcing Steel LB. 2,000 LB./Hour 

Truck 1/2 Ton (1) 

Crane 30 Ton Hydraulic (1) 

Steel Beams LF 60 LF/Hour 

Truck 1/2 Ton (1) 

Truck Tractor & Lowboy Trailer (1) Crane 100 Ton 

Crawler (1) 

Structures: Highways 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Substructure Concrete CY 10 CY/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (6) 

Loader/Backhoe Cat 430 (1) 

Excavator R/T Cat 316 (1) 

Crane 100 Ton Crawler (1) 

Pump 4 (1)" 

Generator Small (1) 

Superstructure Concrete CY 10 CY/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (5) 

Loader/Backhoe Cat 416 (1) 

Crane 100 Ton Crawler (1) 

Compressor 85-185 (1) 

Generator Small (1) 

Concrete Bridge Deck Finisher (1) 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-10 Construction Impacts 

Reinforcing Steel LB. 2,000 LB./Hour 

Truck 1/2 Ton (1) 

Crane 30 Ton Hydraulic (1) 

Steel Beams LF 100 LF/Hour 

Truck 1/2 Ton (1) 

Truck Tractor & Lowboy Trailer (1) Crane 100 Ton 

Crawler (1) 

Structures: Retaining Walls 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Retaining Wall SF 20 SF/Hour 

Truck 1/2 Ton (1) Ready-Mix Truck (1) 

Loader Backhoe Cat 430 (1) 

Crane 30 Ton Hydraulic (1) 

Structures: Drainage 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Small Pipe Crew (</= 18" Pipe) LF 24 LF/Hour 

Truck 1/2 Ton (1) Dozer D-3 (1) 

Loader R/T 938 (1) 

Excavator Cat 336 (1) 

Roller Vibrating Plate Compact (1) Roller Ram Max Trench 

(1) 

Medium Pipe Crew (>18" to 36" Pipe) LF 16 LF/Hour 

Truck 1/2 Ton (1) Dozer D-3 (1) 

Loader R/T 938 (1) 

Excavator Cat 336 (1) 

Roller Vibrating Plate Compact (1) Roller Ram Max Trench 

(1) 

Large Pipe Crew (> 36" Pipe) LF 8 LF/Hour 

Truck 1/2 Ton (1) Dozer D-6 (1) 

Loader R/T 938 (1) 

Excavator Cat 345 (1) Roller 815 Soil Compactor 

Roller Vibrating Plate Compact (1) Roller Ram Max Trench 

(1) 

Drainage Structures Each 2 Each/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) Ready Mix 

Truck (0.1) 

Loader/Backhoe Cat 416 (1) 

Excavator Cat 324 (1) Roller Ram Max Trench (1) 

Utilities 

Work Task Unit of 

Measure 

Production 

Rates 

Production Rate 

Unit of Measure 

Water Line (up to 4' depth) LF 20 LF/Hour 

Truck 1/2 Ton (1) Dozer D-3 (1) 

Loader R/T 938 (1) 

Excavator Cat 336 (1) 

Roller Vibrating Plate Compact (1) Roller Ram Max Trench 

Roller Ram Max Trench (1) 
CONSTRUCTION EQUIPMENT LIST 

7.C. to Richmond Southeast High Speed Rail 7-11 Construction Impacts 

Water Line (over 4' depth) LF 10 LF/Hour 

Truck 1/2 Ton (1) Dozer D-3 (1) 

Loader R/T 938 (1) 

Excavator Cat 336 (1) 

Roller Vibrating Plate Compact (1) Roller Ram Max Trench 

(1) 

Sewer Line (up to 4' depth) LF 20 LF/Hour 

Truck 1/2 Ton (1) Dozer D-3 (1) 

Loader R/T 938 (1) 

Excavator Cat 336 (1) 

Roller Vibrating Plate Compact (1) Roller Ram Max Trench 

(1) 

Sewer Line (over 4' depth) LF 10 LF/Hour 

Truck 1/2 Ton (1) Dozer D-3 (1) 

Loader R/T 938 (1) 

Excavator Cat 336 (1) 

Roller Vibrating Plate Compact (1) Roller Ram Max Trench 

(1) 

Water/Sewer Manholes Each 2 Each/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Loader/Backhoe Cat 416 (1) Roller Ram Max Trench 

Intersection Signalization (2 Lane) Each 0.5 Each/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Crane 12 Ton Truck (1) 

Intersection Signalization (4 Lane) Each 0.25 Each/Hour 

Truck 1/2 Ton (1) Truck 2 Ton Flatbed (1) 

Crane 12 Ton Truck (1)